Bicycle-frame



(No Model.) N. DAI-IL.

BICYCLE FRAME.

Patented Nov. 2, 1897.

Unirse EN T i t; r..

NltliV DAllli, F DENVER, COLORADU.

'eioYcLs-z-'RAML SPECIFICATION forming part of Letters Patent No. 593,046,'dated November 2, 1897'.

v Application filed October 2l., 1896.

To @ZZ whom, z'vv' iii/Cty con-cern:

lSc it known that I, NIEL DAHL, a subject of the Emperor of Germany, residing at Denvcr, in the county of Arapahoe and State of Colorado, have invented a certain ncuvaud useful Improvement in Bicycle Frames, of which the following is a specification.

My invention relates to a new and useful improvement in bicycle-frames, and has for its object to so construct such a frame as to renderit more durable and more evenly equalize the strains to which it is subjected, while at the 'same time decreasing the vibration transmitted from the wheel to the rider, thereby rendering the ridingof the machine more agreeable, While at the same time increasing the power which may be applied for the propulsion thereof.

Vith these ends in view this invention con'- sists in the details of construction and combination of elements hereinafter set forth, and then specifically designated by the claims.

In order that those skilled in the art to which this invention appertains may understand how to make and use'the same, the construction and` operation Will now be describedin detail, referring to theaccompanying drawings, forming a part of this specification, in Whichl Figure .l is a side elevation of a frame built in accordance with my improvement, portions thereof being broken away so as to illustrate more clearly the connection between the vital parts thereof; Fig. 2, a section at the line a; of Fig. l, and Fig. 3 a section at the line y y thereof.

In carrying out my invention I construct the head A in many lrespects similar to the designs now used in bicycles, and, as is Well known, this head is for the reception and guidance of the upper end of the steeringfork B; but as this fork forms no part of my present invention I have here shown it of the usual design.

To the head A is connected in any suitable manner the front brace-tube G, the lower end of which is connected with thc crank-hanger D in the usual manner, and from this hanger runs upward at a suitable angle the rearbracetube E. The upper section of the brace-tube. E is connected to the head A, at its junction Serial No. 609,524. No modelli with the front brace-tube (1 by a curved. Ybracctube F, which corresponds in general to the top brace-tube of the ordinary bicycle; but the special feature of ,my design is that the tube is so curved as 'to sustain a greater amount of downward pressure than would otherwise be the case were it made straight, as is well known in structural ironworking. In practice I prefer to form this brace-tube of three sections-a front and rear tubular section and a central solid section G. parts may be brazed or otherwise secured together, so as to become for all practical purposes a continuous brace, and thc central seetion G is slotted or recessed in order that it These may receive and retain the elongated lug or .tached to the head at J in any suitable manner and is preferably of spring-steel of such a temper. as to be suitably' resilient, forl the purpose hereinafter set forth. l

The rear portion of the saddle-bar is slotted, as indicated at K, and also has a hole formed therethroughat the inner end of this slot, through which the saddle-post L passes and is secured in any adjustment by the tightening of the bolt M. A lug- N is also formed upon the under side of the saddle-bar, through which the postv passes for the purpose of giving a greater bearing to the post, as well as for the guidance of the rear end of the saddlebar, for which purpose this lug fits withinthe socket O, which is formed upon the rear portion of the upper' bracetube F. The socket O is reduced at its lower portion and adapted for the guidance of the post L, While its up,-

per end, which is of largerdiameter, serves for the guidance of the lugN, and in practice an elastic Washer or block P is located within the enlarged portion of the socket, and serves asa cushioning-stop for the lug N, so as to break the force of the impact between said lug and the bottom of the socket when the downward limit of the movement of the sad.- dle-bar is'reached.

The lug N is prevented from withdrawal from the socket-hole by means of a bolt Q, passing through the' saddle-bar, as Well as through the ear R, in which latter it is free to move up and down, so that when the sad- IOO dlc-bar is depressed thernutS, carried by the lower end ofthe bolt .,ii'll move outof contact with the car; but when the pressure which has previously depressed the bar is lessened and the bar moves upward this movement will be `limited. by the nut again coming in contact with the under side of the ear.

The back stays T areof usal construction and arrangement and connect the upper end of the rear brace-tube to the bearings U of the machine. l A

In order that the saddle-bar may be relieved of sudden or undue shocks,- a cushion-block V is interposed between the lug H and the bottom of the groove in which said lug tits, and this block may be of rubber or other suitable material.

From` this description it will be' seen that arider mounted upon the saddle supported by the post L will have interposed between hulelfand the running-gear of the machine a lesilient bar, which will act, after the inanner of a. long sweep carriage-spring, toabsorb the vibrations of the machine occasioned by .its travel over the road-bed, thus permitting the up-and-down movements of the frame Y without affecting the general position of the rider, inasmuch as the Weight of the rider will thus not have to be lifted at every little elevation of the machine. The advantage of this construction'l becomes, therefore, obvions, in that the rider experiences greater com-c fort and is enabled to pass over rougher roadbeds without inj ury to the machine or annoyance to himself, since it obviates the necessity of the rider liftinghisweght from oi the saddle onto the pedals, tbelweakest point in the whole bicycle, thus relieving the riderof unnecessary eorts and the-machine of undue" strain, as well as permitting it to pass more easily over abrupt obstructions, as is well understood in the case of spring-vehicles.

Another advantage gained bymy improvement is that since the riders position remains substantially the same regardless-,ofthe vbrations of the machine he is enabled to exert a more continuous force to the pedals for the propulsion of the machine.

Another and very important advantage gained vby my construction is that it tends to distribute the Weight of the rider more equally between the front and the rear wheel than is the casein bicycles as at present constructed.

Another general result of these improvements is that the wheel is more easily propelled, and which is especially noticeable go ing u an incline. Besides,experiments have also( emonstrated that a bicycle thus constructed may be ridden at full speed over obstructions-such as car-tracks', holes, 85o.- without the rider feeling any inconvenience or the bearings and rims suffering any hard or sharp blows from the reaction of the jolt on the frame and wheels.

I do not wish to be understood as limiting myself to the exact curvature of the brace F nor to the direction in which said brace is curved, since it is obvious that the curvature thereof might be increased or decreased to suit .the fancy of the manufacturer, or that instead of curving upward it might curve downward, in which case it .would be connected to the head at or near `the point J thereby increasing and distributing the leverage of the braces C and F upon said head, which for some purposes is advantageous in that it' enables the head to withstand a. greater strain occasioned by end thrusts.

t-.is'also-obvious thatfthesecton G, in-

stead of being made in a separatepiece, might constitute a part of the brace-tube Fbybe- ,ing an enlargement thereof, or by said tube being reinforced at this point, and, if found desirable, the saddle-bar I might be clamped or otherwise fastened atits center to the bracetube F, in which ease the cushion-block V could be' omitted. l

Other modifications might be made without departing from the spirit of 4nay/invention, and I therefore Wish it distinctly understood .that I do not limit myself to the exact design and construction here shown and described.

Having thus fulLy described this invention, what is claimed as new and useful is l. In combination with a bicycle-frame, a spring saddle-bar pivoted to the head, a lug formed with the bar and fitting -in a. slot of the upper-,brace and a cushion intcrposedbetween the lug and the bottom of the slot, as and for the purpose described.

2. A bicycle-frame consisting of ahead, an upper curved brace, a saddle-bar attached to said Vhead and resting upon said brace, and means for guiding and limiting 'the movements of the rear end of the bar, as specied.

3. The herein-described bicycle-frame oonsisting of the braces Gand E, head A, curved brace F .having a central section G which is i slotted, a s ring saddle-bar attached at one IOO no v

G, and means for guiding and limiting the movements of the rear end of the bar, substantially as and for the purpose set forth.

4. In combination with a bicycle-frame of the character described, a saddle-bar I composed of resilient material and attached at J tothe head of the frame, a lugH carried by said brace and arranged to enter a slot formed upon the frame, a socket carried by the rear portion of the frame, and adapted to guide the rearrend of the bar, substantially as and for the purpose set forth. v

5. The herein-described combination of the head A, braces C and E, curved brace F, slotted section G forming a part of. the lastnamed brace, a spring-bar I attached at J to the head, a lug H formed with said bar, and fitted within a slotted section, a cushion interposed between said lug and the bottom of the slot, a lug N formed with the rear portion of the bar, 'a socket O projecting upward from the brace Fand arranged to guide the lug N,

a cushion P against which the lug N is adapted to strike, a bolt Q projecting downward from the rod an ear R through Which said bolt passes for the limiting of the movements of 1o head and fitting in the slotted section, and a cushion placed in the bottom ofsaid'slot, substantially as described.

In testimony whereof I have hereunto affixed my signature in the presence of twosubseribing witnesses.

NIEL DAHL.

-Witnessesz S. S. WILLIAMSON, FRED HERRINGTON. 

